JPS6383418A - Clutch force controller - Google Patents

Abstract

PURPOSE:To reduce driving loss and improve the durability of a clutch board by constituting an electronic control means which controls a clutch by the use of components of arithmetic processing circuits for clutch engage and disengage revolutional speed ratios and a memory circuit for low-limit low clutch engaging force. CONSTITUTION:An electronic control means which controls a loading means 4 giving engaging force to a clutch consists of primary and secondary clutch engaging force memory circuits 21 and 24, revolutional speed ratio arithmetically controlling circuit 22, a revolutional speed ratio change detecting circuit 3, a clutch engagement/disengagement detecting circuit 26 and a clutch engaging and disengaging circuit 27. In addition, both a deceleration ratio arithmetic processing circuit 100 and allow-limit clutch engaging force memory circuit 200 which stores a clutch engaging force corresponding to a deceleration ratio and sends a signal to a loading means 4 to generate a low-limit clutch engaging force according to deceleration ratio when a revolutional ratio is 1 are incorporated in said control means. Therefore, the clutch engaging force is controlled in accordance with deceleration ratio, whereby reducing driving loss and improving durability of clutch disk or related parts.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a clutch pressure control device, and particularly relates to a clutch pressure control device that controls the clutch engagement pressure according to the reduction ratio after the automobile starts and the clutch is completely engaged. The present invention relates to a clutch pressure control device for an automatic clutch device that can be obtained.

(Prior art) Conventionally, this type of control device was disclosed in Japanese Patent Application Laid-Open No. 660-781.
There is a device described in Publication L, and this device is used in the 4th and 5th publications.
As shown in the figure, rotation speed detection means 6a and 6b for detecting the rotation speed of the input and output shafts of the Clarache and the opening degree θ of the throttle 8 are shown.
an opening detecting means 9 for detecting the opening, a start detecting means 11 for detecting the driver's intention to start, a biasing means 4 for applying an engagement force to the clutch 1, and the rotation speed detecting means 6a, [5b].
, an electronic control means 7 which obtains input signals from the opening degree detection means 9 and the start detection means 11 and controls the urging means, and this electronic control means 7 controls the rotation of the input and output shafts of the clutch 1. A rotation speed ratio calculation circuit 22 that calculates the ratio of numbers and outputs a signal according to the rotation speed ratio, and a clutch engagement signal Tc corresponding to the input/output shaft rotation speed of the clutch 1 on condition that the start detection means 11 is activated. A first clutch engagement force storage circuit 21 that outputs to the biasing means 4 and a one-rotation speed ratio calculation circuit 2
On the condition that the output signal of 2 is constant for a predetermined time,
The first clutch engagement force storage circuit 2 outputs a clutch engagement signal Tc' which increases with a slope corresponding to the throttle opening degree θ.
The second clutch engagement force memory circuit 24 outputs the second clutch engagement force in place of the first output signal Tc.

In Figure 4, 2 is the engine, 3 is the transmission, 5 is the wheel, and 1
0 is an accelerator pedal, 23 in FIG. 5 is a rotation speed ratio change judgment circuit, 26 is a clutch disengagement judgment circuit, 27 is a clutch disengagement circuit, 28 is a shift lever switch, 29
3 is a vehicle speed detection means, and 35 is a judgment circuit.

In this conventional control device, when the driver's intention to start is detected by the start detection means 11, the 1 rotation speed detection means 6
Obtain clutch input/output shaft rotation speed signals from a and 6b and
The clutch engagement force storage circuit 21 outputs a clutch engagement signal Tc corresponding to the input shaft rotational speed Ni stored therein to the urging means 4. The rotation speed ratio calculation circuit 22 calculates the clutch input/output shaft rotation speed ratio e-N at all times or at predetermined intervals.
o/Ni is calculated, and if this ratio e is constant for a predetermined period of time and e<1, the second clutch engagement force memory circuit 24 is used to control the throttle opening in place of the first clutch engagement force memory circuit 21. It commands the urging means 4 to output a Kurasochi engagement signal Tc' corresponding to the degree θ.

The second clutch engagement force memory circuit 24 receives the engagement signal Tc at that moment from the first clutch engagement memory circuit 21, and uses it as a reference point to gradually increase the clutch engagement signal Tc with a gradient corresponding to the throttle opening degree θ. The engagement signal Tc' was output to the urging means 4.

This control device includes a second clutch engagement force memory circuit 2.
4, the engagement force applied to the clutch increases and the input/output shaft rotation speed ratio e of the clutch becomes 1, the maximum engagement force Tcff1ax is applied to the clutch, and the maximum engagement force holding circuit 25 retains this maximum engagement force T. c wax was retained while the car was running.

(Problem to be Solved by the Invention) However, in this conventional clutch pressure control device, as described above, the clutch engagement force reaches its maximum when the clutch input/output shaft rotational speed ratio e becomes e-1. , this maximum engagement force T c maX is held by the maximum engagement force holding circuit 25 while the vehicle is running, so after the clutch is in the direct connection state, the transmission is shifted and shifted to the high side. In this case, more engaging force than necessary is applied to the clutch, resulting in consumption of extra energy and drive loss.

The present invention has been made in order to eliminate the drawbacks of the conventional clutch pressure control device described above, and provides a clutch pressure control device that can apply clutch engagement pressure according to the reduction ratio after direct connection of the clutch. The purpose is to provide

(Structure of the Invention) In order to achieve the above object, the present invention includes a clutch input shaft rotation speed detection means, a clutch output shaft rotation speed detection means, a vehicle speed detection means, and an urging force for applying an engaging force to the clutch. and an electronic control means that receives detection signals from the input shaft rotation speed detection means, the output shaft rotation speed detection means, and the vehicle speed detection means and controls the biasing means, wherein the electronic control means The means includes a rotation speed ratio calculation circuit that calculates the ratio of the rotation speeds of the input shaft and the output shaft of the clutch and outputs a rotation speed ratio signal, and a rotation speed ratio calculation circuit that calculates the ratio of the rotation speed of the input shaft of the clutch and the vehicle speed to reduce the speed. A reduction ratio calculation circuit that outputs a ratio signal and stores the required minimum engagement force of the clutch corresponding to the reduction ratio, and corresponds to the reduction ratio when the rotation speed ratio signal and reduction ratio signal are input and the rotation speed ratio is 1. The present invention is characterized by comprising a required minimum clutch engagement force storage circuit which outputs a signal to the biasing means to apply the required minimum engagement force to the clutch.

(Function) In the above clutch pressure control device, the minimum required clutch engagement force memory circuit stores the required minimum clutch engagement force corresponding to the reduction ratio, and the required minimum clutch engagement force memory circuit stores the clutch input shaft rotational speed. A reduction ratio signal from a reduction ratio calculation circuit that calculates the ratio between the vehicle speed and the vehicle speed is input. Furthermore, a rotation speed ratio signal from a rotation speed ratio calculation circuit that calculates the ratio of the rotation speeds of the input shaft and output shaft of the clutch is input to the required minimum clutch engagement force storage circuit. Based on this rotation speed ratio signal, when the rotation speed ratio is 1, that is, after the clutch is in a directly connected state, the storage circuit stores the required minimum engagement force of the clutch corresponding to the stored reduction ratio as /, No. 18. Output to power source means.

The biasing means is controlled by a signal from the memory circuit and sequentially applies the minimum required engagement force to the clutch according to the reduction ratio at that time.

(Example) This invention will now be described in more detail based on an example shown in two drawings.

In the embodiments described below, parts that are the same as those in the prior art are designated by the same reference numerals.

1 and 2, the electronic control means includes a first clutch engagement force storage circuit 219, a rotation speed ratio calculation circuit 22, a rotation speed ratio change detection circuit 23. Second clutch engagement force memory circuit 24
．． Clutch disconnection judgment circuit 26. Clutch disconnection circuit 27.
It is composed of a reduction ratio calculation circuit 100 and a required minimum clutch engagement force storage circuit 200.

The first clutch engagement force storage circuit 21 stores the engagement force that applies the clutch in correspondence with the input shaft rotation speed, and also receives signals from the start switch 11 and the shaft lever switch 28, which are the start detection means 11. In addition, signals from the input shaft rotation speed detection means 6a are inputted in parallel. Further, the first clutch engagement force memory circuit 21 constantly outputs an engagement signal to the biasing means (actuator) 4 via the switching circuit 31 (FIG. 2).

The rotation speed ratio calculation circuit 22 is the rotation speed detection means 6a.

Obtain the input shaft rotation speed Ni and output shaft rotation speed No signals from 6b, calculate the rotation speed ratio e −m No / N i, and when e x 1, send the value of e to the rotation speed ratio change judgment circuit 23. send.

The rotational speed ratio change judgment circuit 23 is a circuit that judges whether the rotational speed ratio e calculated by the rotational speed ratio calculation circuit 22 does not change for a predetermined period of time, and when there is no change in the rotational speed ratio e, the first clutch is applied A predetermined signal is sent to the resultant force storage circuit 21 and the second clutch engagement force storage circuit 24.

The second clutch engagement force storage circuit 24 generates an engagement signal T that gradually increases the clutch engagement force in response to the throttle opening θ detected by the throttle opening detection means 9.
'c-f (θ, 1) is stored, and the first clutch engagement force memory circuit stores information on the throttle opening θ from the opening detection means 9 and when there is no change in the rotational speed ratio e. An engagement signal Tc of 21 is inputted, and an engagement signal T'c corresponding to the throttle opening θ is outputted to the urging means 4 via the switching circuit 31 using the engagement signal as a reference point. In this case, when the amount of depression of the accelerator pedal increases as indicated by the driver's intention, the throttle valve opens, and as a result, the clutch is set to be directly engaged in a short period of time (FIG. 2, 24a). Also.

The setting is such that when the accelerator pedal is depressed slowly, the time t until the clutch is directly engaged is extended (FIG. 2, 24b).

The clutch disengagement determination circuit 26 is a circuit that receives the vehicle speed signal from the vehicle speed detection means 29, determines the running state of the vehicle, and selects whether or not to disengage the clutch. When the information is obtained and the vehicle is not accelerated to a predetermined speed, the clutch is disengaged.

The clutch disconnection circuit 27 is connected to the shaft lever switch 28
This circuit disengages the clutch in response to a signal from the clutch, that is, a signal indicating that the vehicle is in neutral, and is connected in series between the clutch disengagement determination circuit 26 and the urging means 4, even if the vehicle speed Nu exceeds a predetermined speed. Even if it is something,
This is for disengaging the clutch by cutting off the signal from the clutch disengagement determination circuit 2B once the shaft lever switch 28 is in neutral.

Then, when e≧1 (i
The engagement signal Tc from the first clutch engagement force memory circuit 21 is cut off by the signal from the rotation speed ratio calculation circuit 22 or the signal from the rotation speed ratio change judgment circuit 23 (determined by the judgment circuit 35 in FIG. 2). , the engagement signal T'c from the second clutch engagement force storage circuit 24 is switched and outputted to the biasing means 4.

The above configuration is similar to the conventional clutch pressure control device described above, and when the driver's intention to start is sensed, such as when switching from neutral to first gear, the clutch pressure control device controls the clutch engagement force to control the clutch pressure. The time course from the clutch state to the direct engagement state can be made to respond immediately to the driver's will.

In addition to the circuit similar to the conventional circuit described above, the electronic control means further includes a reduction ratio calculation circuit 100 and a required minimum clutch engagement force storage circuit 200.

This reduction ratio calculation circuit lOO is connected to the input shaft rotation speed detection means 6.
The clutch input shaft rotation speed (engine rotation speed) Ni detected by a and the vehicle speed (transmission output rotation speed) Nu detected by the vehicle speed detection means 29 are input, and the reduction ratio R-
Perform the calculation of N i /N u.

The required minimum clutch engagement force storage circuit 200 stores the clutch engagement force Tc'' corresponding to the reduction ratio R as shown in FIG. When the rotation speed ratio (e) signal from the number ratio calculation circuit 22 is input and the 1 rotation speed ratio is e-1, the clutch engagement force (T
”) is output to the biasing means 4 via the switching circuit 31.

- The latch pressure control device receives the clutch engagement force (Tc') signal from the second clutch engagement force storage circuit 24 as in the conventional case from the clutch state to the direct connection state in the latter half of the driver's starting intention confirmation. Clutch pressure is controlled based on Then, the clutch becomes directly connected and the rotation speed ratio becomes e-
1, the output signal to the urging means 4 is switched by the switching circuit 31, and the clutch engagement force (Tc'') is output from the required minimum clutch engagement force storage circuit 200 based on the calculation result of the reduction ratio calculation circuit 100. A signal is output to the biasing means 4.

Therefore, after the clutch is directly connected, the required minimum clutch engagement force Tc'' is sequentially applied to the clutch according to fluctuations in the reduction ratio R.
Excess consumption of drive energy is prevented.

(Effects of the Invention) As described above, 1. According to the present invention, when the clutch is brought into the directly connected state after the vehicle starts, the clutch engagement pressure is controlled in accordance with the reduction ratio at that time and is sequentially applied to the clutch.
Drive loss is significantly reduced compared to conventional systems in which the maximum engagement pressure is applied to the clutch after the clutch is directly connected and is maintained as it is.

This also improves the durability of the components 2 of the automatic clutch device, such as the oil seal and the clutch plate.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing one embodiment of the present invention. FIG. 2 is a circuit diagram embodying the block diagram of FIG. 1, FIG. 3 is a graph showing the relationship between reduction ratio and clutch engagement force, and FIGS. 4 and 5 are diagrams showing a conventional example. 3...Transmission. 4...Biasing means. 6a...Input shaft rotation speed detection means. Bb... Output shaft rotation speed detection means. 7...Electronic control means. 9...Opening degree detection means. 11...Start detection means. 21...First clutch engagement force memory circuit. 22...Rotation speed ratio calculation circuit. 23...Rotation speed ratio change judgment circuit. 24...Second clutch engagement force memory circuit. 26...Clutch disconnection judgment circuit. 27...Clutch disconnection circuit. 28...Shift lever switch. 29...Vehicle speed detection means. 31...Switching circuit. 100...Reduction ratio calculation circuit 200...Required minimum clutch engagement force memory circuit.

Claims (1)

[Claims] A clutch input shaft rotation speed detection means, a clutch output shaft rotation speed detection means, a vehicle speed detection means, a biasing means for applying an engagement force to the clutch, and the input shaft rotation speed detection means,
In the clutch pressure control device, the electronic control means receives detection signals from the output shaft rotational speed detection means and the vehicle speed detection means to control the biasing means, and the electronic control means controls the input shaft and the output shaft of the clutch. a rotation speed ratio calculation circuit that calculates a rotation speed ratio and outputs a rotation speed ratio signal; a reduction ratio calculation circuit that calculates a ratio between the rotation speed of the input shaft of the clutch and the vehicle speed and outputs a reduction ratio signal; The minimum required engagement force of the clutch corresponding to the reduction ratio is stored, and when the rotation speed ratio signal and the reduction ratio signal are input and the rotation speed ratio is 1, the minimum necessary engagement force corresponding to the reduction ratio is applied to the clutch. 1. A clutch pressure control device comprising: a required minimum clutch engagement force storage circuit that outputs a signal to biasing means.